Means for oiling tracks and applying the air-brakes for stopping railway-trains.



No. 814,371. PATBNTED MAR. a, 1905. n. 8. (mm & H. R. nemasaesa. MEANS FOR 01mm TRACKS AND APPLYING THE AIR mums FOR s'mmue RAILWAY TRAIRS. uruoumn FILED nmsa, mos.

2 snnn'rs-snn'r 1.

No. 814,871. r 7' PATENTBD MAR. a, 1906.

, E. s. GUNN & H. a. sumssneaa. MEANS FOR OILING TRACKS AND ARISING was AIR BRAKES r012 swewmu RAILWAY mama. r

2 SHEETS-815E912.

APPLIOATIOR FILED BBQ. 28, 1905.

arzry iii-,

STATES PATENT OFFICE.

ELlJAH STERLINU GUNN AND HARRY RODGERS ROMBERGER, OF llINONA. MISSISSIPPI.

MEANS FOR OILING TRACKS AND APPLYING THE AIR-BRAKES FOR STOPPING RAILWAY-TRAINS.

Specification of Letters Patent.

Patented March 6, 1908.

Application filed December 26,1905. Serial No. 293,246.

1'0 (LIL whom it may concern:

Be it known that we, ELIJAH STERLING Guns and HARRY Rooonus ROMBERGER, citizens of the United States, residing at Winona, in the county of Montgomery and State of Mississippi, have invented certain new and useful. Improvements in Means for Oiling. Tracks and Applying the Air-Brakes for Stopping Railway-Trains; and we do hereby declare the following to be a full,clear, and can act description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

For neutralizing the traction power of the locomotive-engine of a railroad-train and for stopping the train we provide means 0 erated by a track device which is operate by the movement of the train for effecting a flow of oil upon the to of the rails in front of the drivers and by t e same means which effects the oil flow to cause the brakes to be partially applied to destroy the momentum of the train, and while the slipping of the drivers will be effective to stop the train the conjoint effect of the oil-flow and applying the air-brakes will conduce to greater eii'ctiveness and safety Without the intervention of the engineer who from any cause may be incapacitated to act on the showing of the den er-signal. 7 Tile design of our invention is to make the en ineer more careful, and in the event of his failure to note the signal then the movement of the train will bring into action means for causing the oiling of the rails in advance-of the drivers in conjoint cooperation with means for automatically 0 crating the airhrake lever to apply the rakes. In this combination a track device, means for delivering a flow of oil on the rails to cause the driving wheels to slip, and means for app ying the brakes are caused to be operate by the movement of the train, the track device being operated from the block-house and is connected with and operates the signal, while the attachments for oiling the rails and for applying the brakes are carried on the front 0 the locomotive and connected to ether for operation by the track device. hen the train has been stopped, the engineer can cut oil the flow of oil and restore the oil-feeding mechanism and the air-brake-lever connections to their normal positions. We attain these objects by the mechanism illustrated in the accompanying drawings, in which--v V Figure l is a side view of so much of a locomotive-engine as shows those parts of our invention, including an oil-tank and a depending arm at the pilot, whereby the oil is caused to be fed to the top of the rails and the connections from the oii-feed-operating parts to the air-brake lever, whereb the brakes are caused to be artially app ied'at the same time and by t e same means, including said pending arm, and a fixed track device wherep y said pending arm is operated by the movin train. Fig. 2 shows in erspective the oi -tank and its valve-control ed feeding connections, includin the train de ending arm which is operateifiiy the track dhvice. Fi 3 is a vertical cross-section of the oil-tan showing its valve-controlled connections in the closed positions of the valves. Fi 4 shows the friction-clamp by which the va veoperating rock-rod is automatically held when rotated to hold the valves open to allow the feed of the oil. Fig. 5 shows a portion of a railroad-track, the track-impact de-' vice, its connected rock-rod leading 'to the block-house, the signal device, and its operative connections with the track-impact device, and the block-house connections whereby the impact device is set to o erate the depending arm in connection wit the dangersignal. Fig. 6 shows the track rock rod blockhouse connection. Fig. 7 shows the track rock-rod impact-arm and the abut ment for supporting it against the impact of the depending arm of the locomotive. Fig. 8 shows in top view the track reek-rod and its impactarm in its h orizontal position in which the si nal indicates safet We ave shown the usu'a SWIIIgiHg'PIVOtGQ we' hted sema hore mounted on a 0st 1 an connected a wire cord 2, by w ich it is set to show t e danger-light and which is connected to and operated'ny a crank-arm 3, connected to and o erated by a ground or track rod 4, mounts in fixed bearings and extending from the track to the station or block-house, where it is provided with suitable connections by which the attendant will cause said ground or track rod\to be rocked on its bearlngs while at its other end said ground or traclr rod has an impact. arm or crank 5 at the'side of the track whereby it may be raised to a vertical osition when the signal is set to show the ianger-li 'ht or in horizontal position when the signs is set to show safety," It is this arm or crank 5, when set vertically, that receives the impact of an arm 6, depending from the engine frame, that causes the automatic 0 eration of means whereby oil is fed to the rai sof the track and at the same time causes the air-brake lever to be operated to apply the brakes, both means coacting to stop the train and actuated by the same connections independently of the engineer.

or feeding the oils. tank 7 is mounted, preferably, in front of the pilot on the under side of. the en ine-frame 8, and is provided at each end wit a pipe 9 9, which terminates to deliver oil upon the to of the rails 10 to cause the slipping of the rivers of the locomotive. Avalve-case 11 is suitably connected with each pipe, the stem 12 of the valve rising at the rear side of the tank and has a jointed connection with the end of a horizontal arm 13, which rigidly connects with a horizontal rock-rod 14, mounted in bearings at the top of the front beam 15 of the engineframe. At one end this rock-rod has the arm 6 depending at the end of said beam beyond the side of the pilot and in the path of the track impact arm or crank 5, so that in the raised position of this crank-arm it will be struck y the dependin arm of the moving train, thereby forcing t e depending arm to swing back and causing it to pass overthe track impact-arm. ThlS movement of the depending arm will cause its connected rod 14 to be rocked, thereby causin its horizontal arms 13 to be lifted and with t cm the valves and allow the oil to fiow from the tank throu h the feed ipes upon the rails. A simp e means for olding the valves open is by friction, and for this purpose the bearing-supports 16 for the rock-rod 14 are formed by fr1ction-' clamps, each clamp having a tighteningscrew 17 to give more or less friction upon the rod to prevent it from turning except by force, the friction being suflicient to overcome the weight of the valve connections and the tendency of the depending arm to assume its normal vertical position. These frictionclamps also serve to hold the de ending arm and the valve connections in t iieir normal positions. v i i It will be understood that the impact of the, depending arm againstthe track impaet-' arm will cause the rock-rod on theengine,- frame to be turned in a forward direction, and this turning of the rod is utilized to actuate the air-brake lever to apply the ,brakes simultaneously with. oiling the rails, and for thispurpose a ull-rod 18 connects a lug 19 on the rock-r0 14 with an arm 20 of the airbrake lever 21 in the engine-cab, said pollrod -extending;along the outside of the engine, so that t e turmng of the rock-rod, will a house or station this suitable connections applying of t cause said pull-rod to be drawn forward, am thus operate the brake-lever and cause the brakes to be applied. By these same connections the engineer can pull the rod, and thereby causes-aid rock-rod to be turned back, its valve connecting horizontal arms 13 to be turned down, thereby dep rcssiiu and closing the valves and stopping the l ow of the oil: Therefore while the impact track-arm is r the primary means of causing the feed of the oil and the applying of the brakes the engineer from his )osition in the cab can control the air-hrake ever in the usual way and cut oil the feed of the oil by the same means by which the trackimpact-arm causes the brakes to be applied.

It is important to note that the track impact-arm 18 caused to have a rocking movement of half a revolution from a horizontal to a raised position to receive the impact of the depending arm of the locomotive, and therefore the impact-arm must be firmly supported. For this purpose a fixed abutment 22 serves as a stop for the impact-arm in its raised position to limit its movement, and thereby control the setting of the danger signal by controlling the rocking of its connected groundrod. This abutment also serves to prevent the force of the impact against the impact-arm from endangering any ehan e in the position of the signal. At the b ockground or track rod has y which it is rocked to raise and to lower its impact-receiving arm,

; and which, as shown, ma consist of a vertical rod 23, having a hand e 24 and connected with the ground or track rod b a crank-arm 25, so that raising the hand-r0 23 will cause the partial rotation of the ground or track rod to raise its impact-arm against the abutment and to set the danger-signal, and for this purpose the si nal-connecting wire is referably connects to the crank-arm of t esignal-rod by a chain 26 to relieve the shock of the blow of the engine depending arm against the impact-arm of said rod. means may be used to hold the hand-rodin its raised position-such, for instance, as ratchet-teeth 27 on the hand-rod engaging a fioo'rlate.

A c ain 28 connects the air-brake pull rod with the brake-lever, so that the air-brake may be operated by the engineer without moving the pull-rod which connects with the oil-feeding mechanism. This chain may also be employed to adjust the extent of the.

movement of the pull-rod to partially ap ly the brakes by partially opening the bra evalve. i

The slippin of the engine drivers andthe e brakes will notify'the engi- Any suitable neer when he may cut off-the oil-supply and stop the train'as usual; but supposing there is no .e ear or fromany cause he may not see the: signal the oil continuing to-flow and the airsbrakes partially applied the train would be stopped. Therefore the engineer, acting on the signal, may at once a ply the brakes and stop the train and at t ie same time out off the flow of oil without disturbing the signal; but in a contingency in which the engineer may be aslee or dead when the train should be stopper then the flow of oil alone would effect this, while the air-brake connections would render this more effective and with comparative quickness.

The danger-signal and the track impactarm being connected and operated by the same means the track impact-arm will he raised in operative position when the dangersignal shows, and the engineer having observed the danger-signal gives notice thereof by the whistle that he will stop. Thereupon the bloek house operator turns down the impact-arm to a horizontal position and the engine passes without operatin the impactarm, and thus avoids a waste 0 oil or causing the'brakes to be applied by the movement of the train; butit is the purpose of our invention to provide two coactin causes rendered active to safel and quick stop the train without regard to the signal or to the engineer at all stopping-places, while placing the control of these causes under the block-house operator to render them inactive under notice from the engineer.

The track rock-rod may be suitably inclosed to protect it. Obviously the oil-feeding appliance may he usedindependently of the brakeoperating appliance.

We claim 1. For neutralizing the traction-power of a locomotive-engine, mechanism consisting of an oil-containing tank, a chamber containing a valve at each end of said tank, a pi e connecting each valved chamber arrange to deliver 01l upon the tops of the rails, a rook-rod on said tank, an arm on each end of said rockrod, connections for each arm with said valves, an arm depending from said rod at one end of the tank, in combination with means for opening said valves consisting of a rock-rod extending from the station to the track and having an impact-arm at its track end, and means whereby said station rock rod is caused to he rocked in one direction to raise its impact-arm in the path ofthe depending arm wherebv the latter is ceased to be operated to feed the oil, and rocked in the. opposite direction to lower said impact-arm; out of the path of said depending arm when the feed of the oil is not desired;

2, For causing the slippin of the drivers of a locomotive-engine, mechanism consisting of an oil-containing tank, a chamber contaming a valve at each end of said tank, a

pipe connecting each valved charnoer arranged to deliver ,oil upon the tops of the rails, a rock-rod on said tank? an arm on each end of said rock-rod, connections for each said dependin arm with said valves, an arm depending from said rock-rml at one end of the tank, in combination with means for o ening said valves consisting of a rock-rm extending from the station to the track and having an impact-arm at its track end, and means whereby said station rock-rod is caused to be rocked in one direction to raise its in acctarm in the path of the depending srrn vvlierehff'the latter is caused to be operated to feed the oil, and rocked in the opposite direction to lower said in'ipact-arin out of the path of arm, and means connected with said mi automatically to hold said valves open, and means under the control of the engineer and connected with said tank rock-rod for closing said valves.

3. For causing the slipping of the drivers of a locomotive-engine, the following instrumentalities, an oil-containing tank, a chamher containing a valve at each end of said tank, a pipe connecting each valved chainher arranged to deliver oil upon the tops of the rails, a rock-rod on said tank, an arm on each end of said rock rod, connections for each arm with said valves, an arm depending from said rock-rod at one end of the taniga rock-rod extending from the station to the track and having an impact-arm at its track end, the other end of said rod having connections for rockin it in one direction to raise its impact-armin t 1e path of the tank depending arm whereby it is caused to feed the oil and for rocking said rod in the opposite direction to lower said impact-arm out of the path of said depending arm, friction-clamps connected with said tank and its rock-rod to hold said valves open, and a pull-rod under the control of the engineer and connected with said tank-rod for closing said valves.

4. For causing the slipping of the drivers of a locomotive-en inc and simultaneously causing the air-bra es to be applied, an oiltanga chamber containing a valve at each end of said tank, a pipe connecting each valved chamber arranged to deliver oil upon the tops of the rails, a rock-rod on said tank, an arm on each end ol said rod, connections for each arm vithsaid valves, an arm de pending from said rock ron'ar one end of the tank, in combination with the air-brake lever,

' means for opening and for closing said valves and for applying the brakes consisting of a rock-rod extending from the station to the track, an im met-arm lived on the track and of said rod, the other end of the latter having connection for rocking it in one direction to raise its impac t-arxnjinthe path of the depending arm, means iofsnpportingsaid track impact arm in vertical position against the impact of the depending arm, j rneans connected with the 'ta'l'ik andwith said rod for holding the valves-sponge pull-rod having connection with said tank-rod, and means connecting said pull-rod with the air-brake lever, whereby said tank-rod is rocked in one direction by the depending arm to lift its valve connections to open. said valves and to draw said rod in the same direction to operate the air-brake lever to apply the brakes.

5. For causing the slipping ol' the drivers of a lt c nnotive-engii\e, the combination with an oiltank, a valve-containing chamber on each end thereof, a pipe connecting each o,il chamber arranged to deliver oil upon the tops of the rails, a rock-rod on said tank, an arm on each end of said ro('kt'od. connections for each arm with said valves, an arm depending from said rod at one end of the tank, a rock-rod extending from the station to the track and having an impact-arm on its track end, the other end of said rod hav ing connections for rocking it to raise and to lower its impact-arm, means for supporting said impact-arm in its raised position against 'the impact of the depending arm, means connected with the tank and its rock-rod for automatically holding said valves open, means under the control of the engineer and connected with said tank rock-rod for closing said valves, whereby said tank-rod is rocked in one direction by the movement ol the train to open the oil-feeding valves and rocked in the opposite direction by the engineer to close said valves.

6. For neutralizing the traction-power of the drivers of a loeomtdive-engine, and for applying the brakes, means for feeding oil to the tops of the rails, means for operating the air-brake levers to apply the brakes both said means carried by the engine and operatively connected thereon independent of the engineer, in combination with an impact device fixed at the track and serving to actuate the means for feeding the oil and for applyini the brakes, the means for cl'l'ecting the feed of the oil constituting the means whereby the air-brakes are applied, and means for raising and lowering said impact device from the station, substantially as described, for the pur pose specified.

7. For stopping railroad-trains without the intervention of the engineer, means For autoinatieally feeding oil upon the rails in front of the drivers and means for actuating the air-brake lever, both said means carried by the locomotive-engine, and operated simultaneously by the same connections, and a track device for actuating said means by the movement of the train.

8. Mechanism for stopping railway-trains comprising a rock-rod extending from the track to the block-house and having an im pact-arm on its track end, and hand operating connections at the block-house, an oiltank mounted on the locomotive-engine, conduits for feeding oil from said tank upon the track-rails in front of the traction-drivers, a valve for each conduit, an arm dependin from one end of said oil-tank, in the path 0% the track impact-arm, means connecting said depending arm with said valves to cause them to be opened to allow the How of the oil, mean for automatically holding said valves open, means under the control of the engineer l'or closing said valves, and means for supporting the impact-arm against the impact of the depending tank-arm, whereby, in the movement of the engine, the tank depending arm is caused, by impact against the lixed track-arm, to be swung to open the oil-feeding valves, or to pass over said track impact-arm without contact therewith.

El. A semaphore-si mal for railway-trains, an arm at the side oi the track, means connecting said arm and the signal with connections at the block-house for operating both at the same time, an arm depending from the engine-frame in front of the drivers, an oilt tank, valve connections with said oiltank and with said depending arm for causing a llow of oil from said tank, means whereby said oillow is caused to be delivered upon the ails, whereby the track impact-arm and the signal may, by the same means and at the same time be set for stopping the train or to let it pass.

It). Means for applying the air-brakes of railway-trains comprising a rock-rod extending from the track to the block-house and having an impact-arm on its track end, a rock-rod mounted on the frontof the enginet'rame, an arm depending from said rock-rod at one side of said frame in the path of the impact trackarm, means connecting the block-house end of said rock-rod for raising and lowering its impact-arm, and a pull-rod connecting the rock-rod of the engine with the lever of the air-brake, whereby the movement of the locomotive will cause its depending arm to come in contact with the trackrod impact-arm and thereby cause the airbrake lever connected rod to be pulled forward and cause the brakes to be applied.

1 1. In an oiling device for railway-rails, an oil-containing tank mounted on the locomotive-engine, feed-controlling connections for the oil, and a movable track device adapted to operatively engage said teed-controlling connections by the movement of the train, and means whereby said movable track device is rendered. inoperative.

12. For stoppin railway-trains without the intt'a'vention o? the engineer, a rock-rod extending from the track to the block-house and having an impact-arm at its track end, connections at its other end for rocking said rod, and an intermediate arm thereon, a signal, a chain connecting it with said intermediate arm, and an abutment-su port for the impact-arm, in combination wit 1 an arm depending from the engine in the path of the impact-arm, an oil-tank, means for delivering oil therefrom upon the rails in front of the drivers, means controlled by said depending arm fer causing the How of the 3i and means cuntrolled by said depending arm fin causing the air-brakes m be appiisl;

Means for applying the air-brakes 0f railway-trains WithOLlt the interventien 9f the engineer, commising a rock-rod extenfi mg fimn the track to the bisckhsuss sad having an hnpuct-ann on its trsii en, a reek-rod muunted on ihe engine-frame an arm (is ending from said rock-rod at ens side sf said arms in the path of the impact trackarm, the air-brake lever, 11 ull-rod {:(mnecting the engine rock-rod, an a sham connect- 

